Imaging system for a passenger bridge or the like for docking automatically with an aircraft

ABSTRACT

A method of identifying the position of an opening, for example a door or a cargo bay, or the like of an aircraft, said opening having a predetermined perimeter, said method comprising: i) providing at least one passive target means ( 10, 11 ) proximate the perimeter of said opening and preferably being disposed proximate the perimeter of said opening, and when said opening is a door proximate the four corners of said door, and in another embodiment said target means is provided as a cluster of targets for example, at least one target located proximate each corner of said door; ii) directing a preferably pulsing lighting means ( 30 ) on said target ( 10, 11 ), preferably a passive reflective target such as that manufactured by the 3M company under the trademark Scotchlite® in one embodiment being in the invisible spectrum such as infrared or the like; iii) providing a target identification means and preferably at least one camera ( 20 ) and preferably a digital camera synchronized with said lighting means ( 30 ) and preferably housed together with said light to provide raw data, preferably images to a computing means; iv) computing means for receiving information from said target identification means and preferably at least one camera to process said information (in one embodiment provide enhanced images) and compare it to information stored in the computing means and thereby determine further action which might be taken based on the identification of the position opening.

BACKGROUND OF THE INVENTION

Modern airports are equipped with passenger bridges located adjacent tonumerous gates on which passengers may walk safely protected from theweather between the terminal building gate and the aircraft.

A known mobile-type passenger bridge includes a rotunda that isconnected to a terminal building. The bridge is rotatably mounted on acolumn anchored in the ground. A passageway extends from the rotunda,which is made up of a number of telescoping inter-fitting tunnel likeelements, enabling variation of the length of the passageway. At the endof the passageway located farthest away from the rotunda, there isprovided a cabin which is pivotable in relation to the passageway so asto align with the doorway of the aircraft. The passageway element towhich the cabin is attached is suspended from a vertically adjustableframe, which in turn is supported by a bogie with wheels that can bedriven separately.

The passenger bridge normally occupies a parked position in the vicinityof the place where the aircraft is to come to a halt after landing. Whenthe aircraft has come to halt, an operator controls the passenger bridgevertically, angularly, and telescopically extends the passageway in thedirection of the aircraft, and finally pivots the cabin such that theend of the bridge is connected to the door of the aircraft. Theoperation in the horizontal plane is achieved by altering the speeds ofthe bogie wheels in the relation to one another.

Current Docking Procedures

When the aircraft arrives the Ground Traffic Control (GTC) hands off theaircraft to the Ramp or Apron Control (AC), once the aircraft leaves thetaxiway for the terminal gate. The AC instructs the pilot to proceed toa specific gate when the pilot communications switches from GTC to AC.The AC instructs ramp crew to be positioned to receive the aircraft. TheRamp crew must have at least one marshaller, who may activate the visualdocking system or operate the paddles. The aircraft may travel to itsdocking position by means of one engine or two.

When the aircraft stops, the marshaller (who may also be the AC) willplug into the aircraft for communication with the pilot. The passengerbridge operator (which on occasion could be the marshaller) will thendrive the passenger bridge (PB) to the aircraft door. The marshallerwill then connect the ground power from the PB to the aircraft, APU. Dueto the length of the cable on the cable reel, the PB must be against theaircraft in order to connect the APU. The aircraft door is then openedby the PB operator (for some airlines), or the aircraft crew for otherairlines.

Departure

Approximately five minutes before “push back”, the marshaller willdisconnect the ground power from the aircraft APU. Once the aircraftdoor is closed, the PB can be retracted but the PB operator must remainat the PB controls in case of an emergency evacuation. In practice, ifthere is a delay, the PB operator sometimes leaves to go operate a PB atanother gate. This creates a problem because the PB operator may not beavailable if the delay is suddenly eliminated and the pilot is ready for“push back”. Generally, there will be the ramp lead (connected to theaircraft for communications with the pilot), a tow tractor driver, andpossibly one walker to watch for obstructions during “push back”involved in this operation.

Owing to its complexity, this operation requires operators with specialtraining, which of course is expensive for the airlines. Furthermore, ittakes a long time to perform the connection. Also, it happens that thebridges bump into the aircraft as a result of error on the part of theoperator, thus damaging the aircraft. Therefore the passenger bridge atairline terminals can be a cause of delay to arriving and departingaircraft, because it is necessary to have a qualified operator move thepassenger bridge. There are a limited number of qualified operators andduring busy times they are in short supply and thus there may not be oneavailable when the aircraft arrives at the gate or is ready to departfrom the gate consequently the aircraft will be delayed until theoperator arrives.

Applicants are aware of the following patent literature with respect tothe abovementioned subject matter:

U.S. Pat. No. 3,683,440 teaches an apparatus for aligning one or moremotorized terminal bridges to one or more doors in a vehicle enablingthe loading and unloading of passengers and freight. The subject patentprovides control of drive signals used to align the cab of a terminalbridge with a door in parked vehicle. It includes positional transducerswhich are coupled to various movable sections of the bridge includingthe rotatable end of the bridge attached to the terminal, the expandablelength passageway, the rotatable cab and the variable height hydrauliccylinders connecting the truck which supports the bridge to thepassageway. These transducers produce voltages indicative of the spatialposition of the bridge as determined by the orientation of the variousmovable sections. A television camera mounted in the cab enables anoperator stationed at a remotely located control panel to view the areaaround the bridge of a television monitor. The cab can be rotated fromthe control panel as the operator views the monitor. Control circuitslocated in an electronics unit under the cab respond to signals from thecontrol panel to produce initial positioning signals that rotate thebridge away from the terminal, extend the passageway, and align anelectro-optical device to reflective type material affixed to theaircraft in the vicinity of the door. Positional voltages provided bythe transducers and electro-optical device are processed in logiccircuits disposed in the electronics unit that function in a prescribedmanner to produce drive signals. These drive signals guide the bridgealong a path that will bring the cab into alignment with the door. Asthe cab approaches the door, the speed is automatically decreased untilthe cab contacts the vehicle. Pressure switches mounted around theperimeter of the cab opening contact the vehicle producing controlsignals which rotate the cab and provide forward drive motion untilcomplete contact of the cab opening and the vehicle is attained. A parkindicator signal is then applied to the remotely located control paneland all power is turned off except that used in the control circuitryconnected to the hydraulic cylinders. The electro-optical device mountedin the cab senses the height of the vehicle. If the vehicle heightvaries during loading or unloading, these switches provide signals tothe control circuitry which will produce drive signals to the hydrauliccylinders thereby maintaining the cab at the same level as the door. Thebridge is automatically retracted from the vehicle in response to acontrol signal from the control panel and returned to its originalposition prior to activation. It is clear that the operation of thissystem is operator dependent in spite of the semi-automatic computerassisted aspects included. All of the drawbacks in the prior artidentified above have therefore not been addressed.

U.S. Pat. No. 4,942,538 teaches a tele-robotic system adapted fortracking and handling a moving object comprising a robot manipulator, avideo monitor, an image processor, hand controls and a computer.

U.S. Pat. No. 5,226,204 teaches a tele-robotic control apparatus foraligning the movable end of a motorized passenger loading bridge to thedoor in a vehicle enabling the loading and unloading of passengers andfreight.

U.S. Pat. No. 6,330,726 teaches a bridge for the transfer of passengersbetween an elevated level of a terminal building having a vestibuleattached to the terminal building.

European Patent 0781225 teaches a method of connecting one end of apassenger bridge (1) or a goods-handling device of mobile type to a dooron an aircraft. The system requires that the aircraft type be identifiedin order for the correct windshield configuration to be provided.

U.S. Pat. No. 3,642,036 teaches a system for automatically fueling anautomotive vehicle, comprising a movable fuel dispenser including anozzle which is adapted to be coupled to the fuel inlet of the vehicle,and programmable moving means connected to the fuel dispenser to movesame into a position where the nozzle can be coupled with the fuelinlet.

U.S. Pat. No. 3,917,196 teaches an apparatus for use in orientingaircraft flight for refueling or other purposes.

U.S. Pat. No. 6,024,137 teaches an automatic fueling system including apump having a telescoping arm capable of placement in three-dimensionalspace; a flexibly mounted nozzle on the end of the arm and a dockingcone to mate with a fuel port on a vehicle. A camera provides a view ofthe side of the vehicle on a monitor with guides visible to the operatorof the vehicle to assist in locating the vehicle within range of thepump. A light and a camera located adjacent to the nozzle are used torecognize retro-reflective light from an annular target about the intakeport.

U.S. Pat. No. 4,834,531 teaches a dead reckoning optoelectronicintelligent docking system.

U.S. Pat. No. 5,109,345 teaches an autonomous docking system whichproduces commands for the steering and a propulsion system for a chasevehicle used in the docking of that chase vehicle with a target vehicle.

U.S. Pat. No. 5,734,736 teaches an autonomous rendezvous and dockingsystem and method therefore.

U.S. Pat. No. 3,765,692 teaches an apparatus for automatically adjustingthe floor of a moving vehicle to the height of a loading dock orplatform.

U.S. Pat. No. 4,748,571 teaches a line-up vision system for testing thealignment of a workpiece in a holder of an automated machiningapparatus.

U.S. Pat. No. 3,983,590 teaches a safety device for a loading bridge orwalkway, at which aircraft are parked, for loading and unloading ofpassengers and cargo through an open door in the aircraft.

U.S. Pat. No. 5,105,495 teaches an array of non-contact proximitysensors mounted on the front bumper of a loading bridge to be inopposition to the airplane.

U.S. Pat. No. 5,552,983 teaches a variable referenced control system forremotely operated vehicles.

U.S. Pat. No. 5,791,003 teaches a method and apparatus for variablyelevating a passenger boarding bridge platform.

U.S. Pat. No. 5,855,035 teaches a method and apparatus for reducingskidding of wheels on a passenger boarding bridge.

U.S. Pat. No. 5,950,266 teaches a method and apparatus for connecting apassenger boarding bridge to a movable body.

U.S. Pat. No. 6,195,826 teaches an engagement structure adapted forsecurement to the end of an aircraft boarding bridge including a bumperassembly formed of a first bumper and an auxiliary bumper.

U.S. Pat. No. 3,883,918 teaches a telescopic connection for theproximate end of an airport passenger bridge.

U.S. Pat. No. 5,761,757 teaches a passenger boarding bridge forservicing a commuter aircraft.

An object of this invention is, therefore, to address some of theproblems in the art.

It is therefore a primary object of this invention to provide an imagingsystem adapted for a vehicle to be docked with an aircraft opening.

It is yet a further object of this invention to provide such a systemwhich is self initiating without the need of an operator.

It is a further object of this invention to automate the controls of apassenger ridge using a camera based imaging system to sense theaircraft position and rive the bridge to the appropriate door openinglocation.

Further and other objects of the invention will become apparent to thoseskilled in the art when considering the following summary of theinvention and the more detailed description of the preferred embodimentsillustrated herein.

SUMMARY OF THE INVENTION

According to a primary aspect of the invention there is provided anautomatic imaging system for, preferably initiating, the controlling,positioning and docking of a vehicle (for example a cargo loader,service vehicle, and passenger bridge) with the opening of an aircraftwithout being informed of the aircraft type, said vehicle having drivermeans to move and raise/lower said vehicle,

said system comprising a duster of definitive, preferablyretro-reflective, targets located adjacent the opening of the aircraftin a recognizable manner, for example as manufactured by the 3M Company,preferably Scotchlite®.

lighting means to focus on said targets when the aircraft is located atleast adjacent to an expected position, preferably pulsating lightingmeans

a camera, preferably at least one digital camera, disposed substantiallyadjacent said lighting means and with a field of view directed parallelto light emanating from said lighting means so as to capture anyreflected images of said target and to generate images to communicate toa computer, and having a field of view including said opening of theaircraft to cooperate with and preferably be synchronized with thepreferably pulsating lighting means;

a computer disposed with said vehicle to process said images receivedfrom said camera and to provide actuating signals to said driver meansof said vehicles,

software resident in said computer to provide an instruction set to saidcomputer as to how to process said image information and what actions tocommence in view of the information,

wherein said imaging system automatically scans the area whereat saidvehicle is expected and, once the targets are acquired as verified bythe computer, preferably initiates and controls the positioning anddocking of the vehicle with the aircraft opening while maintainingconstant observation of said targets.

Preferably said vehicle is selected from the group of equipment of

-   -   i) cargo hauling equipment;    -   ii) passenger facilities equipment; and    -   iii) a passenger boarding bridge;        -   or the like.

According to another aspect of the invention there is provided animaging system for identifying the location of an aircraft opening ordoor and for docking a vehicle (for example, passenger, cargo, serviceor the like) with said aircraft said system comprising:

-   -   i) a passive target means, preferably at least one target and        more preferably a cluster of targets located preferably at the        extremities of the opening or door, (preferably said target        means being a retro-reflective type, for example as manufactured        by the 3M product Scotchlite®;    -   ii) a target identification means including at least one camera        having a field of view including said opening or door of the        aircraft to cooperate with and preferably be synchronized with        preferably pulsating lighting means;    -   iii) preferably pulsating lighting means synchronized with said        target identification means, preferably stroboscopic, for        lighting said target means and providing for identification        thereof by computer means in communication with said target        identification means;    -   iv) computer means to process information (preferably at least        one image processed to an enhanced image) from the target        identification means and to compare the processed information        (preferred enhanced image) to an image retained in the memory of        said computer means;    -   v) software means resident in said computer means to provide the        instructions set and logic for said system to compare processed        information including the enhanced image with stored        information, (preferably images) and to thereby determine the        relevant orientation, distance, and trajectories of the vehicle        to be automatically docked with said aircraft based on the        system's determination only;    -   vi) preferably said vehicle is selected from the group of        equipment of:        -   i) cargo hauling equipment;        -   ii) passenger facilities equipment; and        -   iii) a passenger boarding bridge; or the like.

According to yet another aspect of the invention there is provided anautomatic computerized passenger boarding bridge control system, saidbridge having passenger bridge locomotion means to allow the bridge tomove in relation to the aircraft, said system for use in conjunctionwith departing/arriving aircraft at an airport and comprising:

-   -   i) passive target means for identifying an exit/entrance doorway        irrespective of each aircraft type;    -   ii) target identification means, preferably at least one camera,        to identify when the aircraft containing the target means is        proximate a parking location adjacent a predetermined gate for        the passenger boarding bridge;    -   iii) position detection means for determining the physical        location of the passenger boarding bridge, including the angle        of the wheels relative to the telescopic tunnel, angle of the        vestibule relative to the tunnel, and the radius of curvature        based upon gallery extension relative to the pivot point on the        terminal, to permit the computer to calculate the trajectory of        the passenger loading bridge and then instruct locomotion means        over the required path;    -   iv) computing means in communication with said target        identification means, said position detection means, and said        passenger bridge locomotion means, to activate said locomotion        means and to provide instruction to said bridge as to when and        how to move based on input from said target identification        means, and said position detection means, to receive and process        all input system signals and provide output system signals to        said passenger bridge locomotion means, to stop, move        (preferably elevate or lower, pause, or preferably steer in a        predetermined direction), to turn on and synchronize the cameras        and lights as necessary; and initiate any warning lights,        buzzer, horn or audible signals;    -   v) preferably an obstacle recognition means, for example the        device commonly known as “safety hoop”, to inform said computing        means that an obstacle is present preventing further motion of        said bridge and indicating the need for action by personnel to        remove said obstacle;    -   vi) lighting means to light said aircraft and to light the        target means when the aircraft is proximate the parked location        for the aircraft;    -   vii) software means resident in said computing means to provide        the instruction set and logic required to operate said system,        to compare processed information including the enhanced image        with stored information, (preferably images) and to thereby        determine the relevant orientation, distance, and trajectories        of the vehicle to be automatically docked with said aircraft        based on the system's determination only;        wherein said system allows for the movement of a passenger        boarding bridge during the departure and/or arrival of an        aircraft without need for an operator thereof.

According to yet another aspect of the invention there is provided acomputerized automatic passenger boarding bridge control system, saidbridge having a passenger bridge locomotor to allow the bridge to movein relation to the aircraft, said system for use in conjunction withdeparting/arriving aircraft at an airport and comprising:

-   -   i) at least one passive target for identifying an exit/entrance        doorway irrespective of each aircraft type;    -   ii) at least one camera, to identify when the aircraft        containing the at least one target is proximate a parking        location adjacent a predetermined gate for the passenger        boarding bridge;    -   iii) a position detector for determining the physical location        of the passenger boarding bridge, including the angle of the        wheels relative to the telescopic tunnel, angle of the vestibule        relative to the tunnel, and the radius of curvature based upon        gallery extension relative to the pivot point on the terminal,        to permit the computer to calculate the trajectory of the        passenger loading bridge and then instruct locomotor over the        required path;    -   iv) a computer in communication with said target identifier,        said position detector, and said passenger bridge locomotor, to        activate said locomotor and to provide instruction to said        bridge as to when and how to move based on input from said        target identifier, and said position detector, to receive and        process all input system signals and provide output system        signals to said passenger bridge locomotor, to stop, move        (preferably elevate or lower, pause, or preferably steer in a        predetermined direction), to turn on and synchronize the cameras        and lights as necessary; and initiate any warning lights,        buzzer, horn or audible signals;    -   v) preferably an obstacle recognizer to inform said computer        that an obstacle is present preventing further motion of said        bridge and indicating the need for action by personnel to remove        said obstacle;    -   vi) lighting to light said aircraft and to light the at least        one target when the aircraft is proximate the parked location        for the aircraft;    -   vii) software resident in said computer to provide the        instruction set and logic required to operate said system, to        compare processed information including the enhanced image with        stored information, (preferably images) and to thereby determine        the relevant orientation, distance, and trajectories of service        equipment to be automatically docked with said aircraft based on        the system's determination only;        wherein said system allows for the movement of a passenger        boarding bridge during the departure and/or arrival of an        aircraft without need for an operator thereof.

Preferably the target identification means or target identifier of theabovementioned system is a at least one digital camera. Further the atleast one target and the target means is made from retro-reflectivematerial, for example as manufactured by the 3M Company, preferablyScotchlite®.

According to yet another aspect of the invention there is provided amethod of identifying the position of an opening, for example a door ora cargo bay, or the like of an aircraft, said opening having apredetermined perimeter; said method comprising:

-   -   i) providing at least one passive target means (preferably a        passive reflective target such as that manufactured by the 3M        company under the trademark Scotchlite®) proximate the perimeter        of said opening and preferably when said opening is a door        proximate the corners of said door, and in another embodiment        said target means is provided as a cluster of targets proximate        each corner of said door;    -   ii) focusing a preferably pulsing lighting means on said target,        in one embodiment being in the invisible spectrum such as        infrared or the like;    -   iii) providing a target identification means and preferably at        least one camera and preferably a digital camera synchronized        with said lighting means and preferably housed together with        said light to provide raw data, preferably images to a computing        means;    -   v) computing means for receiving information from said target        identification means and preferably at least one camera to        process said information (in one embodiment provide enhanced        images) and compare it to information stored in the computing        means and thereby determine further action which might be taken        based on the identification of the position opening. Preferably        said opening is selected from the group of openings including a        passenger door, a cargo door, or the like, and preferably the        opening is in the body of an aircraft. In one embodiment a        passenger bridge, or cargo handling equipment is controlled by        said computing means based on identification of said target        means, allowing for the docking of said passenger bridge or        cargo handling equipment with said aircraft and the separation        thereof when the aircraft is being loaded and unloaded prior to        the departure or arrival of the aircraft at a parked location.

According to yet another aspect of the invention there is provided amethod of identifying both the position of an opening, for example adoor or a cargo bay, or the like, of an aircraft, and the type of saidaircraft, while it is moving towards said passenger boarding bridge orparked at the gate, said method comprising:

-   -   i) providing at least one passive target means proximate the        perimeter of said opening, where the shape of said target means,        or the number of individual targets in the cluster, or the        relative position of individual targets in the duster, uniquely        identifies the type of aircraft, for example using a machine        readable pattern of reflective tape, wherein the type of        aircraft is enclosed in said pattern machine recognizable code;    -   ii) focusing a preferably pulsing lighting means on said target,        in one embodiment being in the invisible spectrum such as        infrared or the like;    -   iii) providing a target identification means and preferably at        least one camera and preferably a digital camera synchronized        with said lighting means and preferably housed together with        said light to provide raw data, preferably images to a computing        means;    -   iv) computer means for receiving information from said target        identification means and preferably at least one camera to        process said information (in one embodiment providing enhanced        images) and compare it to information stored in the computing        means based on the identification of the position opening and of        the aircraft type; preferably said opening is selected from the        group of openings including a passenger door, a cargo door, or        the like, and preferably the opening is in the body of an        aircraft; in one embodiment the locomotion of a passenger bridge        is governed by restrictions imposed due to the aircraft type,        for example when one of the engines of the aircraft is in such        proximity to said opening as to necessitate maneuvering the        passenger bridge around it or in such a way as to prevent        impacting said engine or allowing the passenger bridge to be        damaged by impact, heat radiation, exhaust fumes, or other such        hazards; in another example, in one or more specific aircraft        types, sensitive parts of the aircraft, for example the leading        edge of a wing, or an airspeed sensor, are located at such a        proximity to said opening as to force the passenger bridge to        take a different route or to contact the aircraft in such a way        as not to damage the sensitive part or parts of the aircraft, in        such an embodiment, the computing means, having received        information about the aircraft type from the camera, once said        camera has identified the specific aircraft type encoded within        the target means, directs the locomotion of the passenger bridge        in such a way as is appropriate for the specific aircraft type        being approached.

In a preferred embodiment said at least one camera embodied with any ofthe abovementioned systems or methods may further comprise at least oneprimary camera and at least one broad-view camera. In another embodimentof the invention said at least one camera may further comprise a zoomlens. For example said at least one primary camera or said at least onebroad-view camera may further comprise a zoom lens. In anotherembodiment said at least one camera may further comprise a pan- orpan-and-tilt mount.

The present invention provides automated initiation or semi-automatedinitiation for computerized control of a passenger personnel bridge, oralternatively a cargo handling vehicle, to align the cab of the bridgewith a door in a parked aircraft. A cluster of retro-reflective targetsis strategically placed adjacent the door so as to be recognized by thecomputer. A manual override is also provided for all functions asrequired.

The automatic function provides for the continuous monitoring andoperation of the gate area in standby mode until an arriving aircraft issensed, which alerts the system until the aircraft has substantiallyparked at which point the computer initiates the docking procedure or aqualified individual does so, for example the marshaller, after whichinitiation the entire system is automated. The bridge includespositional sensors and drive actuators coupled to the various movablesections of the bridge including the rotatable fixed pivoting end of thebridge attached to the terminal, the expandable length passageway, therotatable cab with sensors indicating successful docking, and thevariable height hydraulic cylinders connecting the truck which supportsthe bridge to the passageway. These positional sensors produce signalsto communicate with the computer indicative of the position of thebridge in relation to the position of the parked aircraft as determinedby the orientation of the various movable sections. A digital camera(CCD) and a light (laser) may be mounted separately on the same side ofthe cab portion of the bridge, or preferably together in a singlehousing on the cab portion of the bridge, to both illuminate the targetsand capture images; and to provide these raw images to the computer,also installed on the cab portion of the bridge. The digital images ofthe passive definitive retro-reflective targets positioned adjacent anopening of an aircraft are processed by the computer by known methods aswill be described hereinafter. These targets are readily distinguishedfrom other images by their definitive nature. They may be positioned inclusters of two or more targets for improved accuracy.

Upon initiation of the system, the computer will pulse a narrow cone oflight synchronized with the camera shutter to view the general areawhere the aircraft is parked and observe the targets. Based on the viewof the targets as seen in the Figures the computer will determine andactuate the necessary steps to align the bridge with the aircraftopening, as the bridge is rotated about the rotunda away from the stowedposition adjacent the gate while the computer continues to keep constantview of the targets, and following the extension of the tunnel, the cabcan be rotated until in most cases the camera/light are substantiallynormal to the opening in the aircraft. The computer mounted on the cabof the bridge responds to information provided by the images beingprocessed and other sensors provided to produce signals that rotate thebridge away from the terminal, extend the passageway, and align the cabwith the targets. The images are processed by the computer based onsoftware based algorithms to produce drive signals based on thecomputers understanding of the position of the cab relative to theopening. These drive signals guide the bridge along a path that willbring the cab into alignment with the door as the position informationis updated by a new series of images as monitored by the computer. Asthe cab approaches the opening, the speed thereof may be automaticallydecreased until the cab contacts the aircraft. Pressure switches may bemounted around the perimeter of the cab opening contacting the aircraftto verify to the computer the complete contact of the cab and thevehicle opening. An electro-optical device mounted in the cab may beutilized to sense the height of the aircraft in relation to the cab. Ifthe vehicle height varies during loading or unloading, these switchesprovide signals to the computer which will produce drive signals to thehydraulic cylinders thereby maintaining the cab at the same level as theopening.

The bridge may be automatically retracted from the aircraft, andreturned to its original stowed position prior to departure, in responseto a signal to the computer initiated by the marshaller or be initiatedby a sensor determining the door has been shut prior to departure and afurther verification that departure is intended.

BRIEF DESCRIPTION OF THE DRAWINGS

The following figures illustrate the preferred embodiment of theinvention, wherein:

FIG. 1 is a schematic view of the aircraft and bridge located apart fromone another prior to moving the bridge to the aircraft doorway.

FIG. 2 is a flow diagram indicating the components of the system.

FIGS. 3A, 3B and 3C are examples of the targets that are used eachillustrated in an embodiment of the invention.

FIGS. 3D through 3G represent machine readable patterns for identifyingaircraft type illustrated in one embodiment of the invention.

FIGS. 4 to 15 illustrate the sequence of steps involving automaticallyinitiating and docking a passenger bridge with an aircraft according tothe invention.

FIGS. 16 to 18 illustrate the logic utilized by the system of theinvention to follow through the steps illustrated in FIGS. 4 to 15.

FIGS. 19 to 22 illustrate various images as observed by the cameracorresponding with the various positions of the bridge in this regard.

FIGS. 23 to 25 illustrate alternative vehicles which may be utilizedwith this invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The function of the system as seen in the figures is to automaticallyinitiate and control the movement of an airline terminal passengerbridge B into position to meet an arriving aircraft A, or to let adeparting aircraft A leave the terminal. The system is eitherautomatically initiated when an aircraft arrives or is initiated by anauthorized individual. It will not be necessary for the authorizedindividual to have any special training in passenger bridge movement,only a familiarity with the system controls.

The imaging system as seen in the figures will consist of severalelements which combined together will be able to determine the locationof the passenger bridge B as well as sense the location of the aircraftA. When commanded, the system command will drive the bridge B in a safemanner, avoiding all obstacles on the ground, to the appropriateposition commensurate with the command.

For a departing aircraft A the system when commanded will move thepassenger bridge B several feet away from the aircraft A, sufficient toclear the fuselage.

When an aircraft A arrives at the gate the imaging system will determinethe passenger bridge location. It will, using its position sensingsystem, determine the aircraft location. Then, when the appropriatecommand is given, the system will control the movement of the passengerbridge B, avoiding any obstacles on the ground, into the correctposition to access the passenger door 10, 11 of the arriving aircraft A.

Equipment Description and Operation

Targets

There will be at least one retro-reflective target 10,11 located on theaircraft A to indicate the appropriate location for the passenger bridgeB to contact the aircraft A. The target 10, 11 is a passive symbol orobject that can be easily affixed to the fuselage with no impact on theaircraft's airworthiness. The target is distinctive as seen in FIGS. 3A,B & C so that a position sensing system can easily, reliably and quicklyidentify it. The target 10, 11 is kept in the camera(s) 20 field of viewwhether the passenger bridge B is in contact with the aircraft A orwhether it is standing back from the aircraft A.

The targets 10, 11 is of a retro-reflector material that can be appliedto the aircraft as a peel and stick application.

Targets may be carefully placed in any predetermined location near thedoor, as long as (a) their exact location relative to the door is known,and (b) they can been tracked by the camera. The ideal location is nearthe corners of the door which correspond with the placement of thecameras near the extremities of the passenger bridge. The targets are ofretro-reflective materials, for example as manufactured by the 3MCompany under the trademark of Scotchlite®. This material includes glassmicro-spheres bonded to a plastic base used to make said targets of apredetermined pattern having the required retro-reflective propertieswhich enhance the visibility of the target clusters by the camerawhether day or night conditions apply.

Initially the bridge is not assumed to be level with the door. In fact,the bridge may be positioned in any arbitrary orientation relative tothe aircraft. The actual position and orientation of the bridge canalways be directly measured by the bridge sensors, and the imagingsystem can determine both the location and the orientation of thesurface on which the targets are located. Therefore, the absoluteposition and orientation of the aircraft can easily be calculated.Neither the cameras nor the bridge has to, necessarily, be normal to thetarget surface. The field of view of the cameras is sufficient to coverthe area in which the targets are expected to be even when the bridge isnot aligned with the door. As long as the targets are visible by atleast one camera, the bridge drive may be used to reposition the bridgecab—and hence the cameras—in a suitable orientation for successfulattachment to the aircraft door.

As a minimum, the system would employ one camera and one target“cluster,” for example a duster consists of three or more individualelements. Since this imaging system relies on the apparent size andshape of such a target duster to determine the location and orientationof the surface on which the targets are placed (as seen in FIGS. 19 to22), no additional data is needed for successful operation. In thepreferred embodiment, one target duster is used for each of a pluralityof cameras; however, some or all cameras may share a single targetduster, and alternatively, more than one target duster may be used bysome or all cameras. Increasing the number of target dusters will offergreater accuracy, fault tolerance, and reduce system complexity andcost.

The figures illustrate the bridge being normal to the door on approach;as will usually be the case. However, as described above, this is notessential for the successful operation of the imaging system.

Machine Recognizable Pattern to Identify the Aircraft Type

In FIG. (3D), a machine-recognizable pattern for identifying theaircraft type is shown. In this example, the pattern is comprised of upto six individual elements. For this example, the specific type ofaircraft is identified by using elements number 1, 3, 4, and 6. Usingsuch a system, in theory, up to 64 different aircraft types may beencoded. In practice, many of the 64 patterns should be avoided sincethey may result in ambiguous interpretation by the vision system, or toreduce the probability of a mistaken interpretation.

In FIG. (3E), a different pattern is shown, this time with elementsnumber 1, 2, 5 and 6 being used.

As seen in FIGS. (3D) and (3E), the pattern is located in a fixedposition relative to the main target duster used for determining theposition of the aircraft relative the passenger bridge. This allows thevision system to easily locate each individual element of the targetpattern, and decode the aircraft type by observing which of theindividual pattern elements is present, and which is absent.

In FIGS. (3F) and (3G), an alternate method is used to encode theaircraft type. When using this method, certain geometrical properties ofthe pattern are used to identify the aircraft type, for example, therelative distance between pairs of lines are used to encode the aircrafttype.

In FIG. (3F), the pattern is comprised of three lines. The two outermostlines are “goalposts”, essentially determining the envelope of the wholepattern, while the position of the middle “indicator” line encodes theinformation. In this figure, the indicator line is 60% of the distancebetween the left and the right goalpost lines (so that the distancebetween the left goalpost line and the indicator is 1.5 times largerthan the distance between the indicator and the right goalpost line).

In FIG. (3G), the same method is used as in FIG. (3F), but this time theindicator line is 80% of the distance between the left and the rightgoalpost lines (so that the distance between the left goalpost line andthe indicator is 4 times larger than the distance between the indicatorand the right goalpost line).

The amount of information that can be encoded using the pattern shown inFIGS. (3F) and (3G) depends on the inherent resolution and accuracy ofthe camera means and the image processing software.

The image processing software uses this information, encoded in theratio between the different spacing between the three lines, to conveydata about the aircraft type. For example, the pattern in FIGS. (3D) and(3F) may correspond to a Boeing 737–300 aircraft, while the pattern inFIGS. (3E) and (3G) may correspond to an Airbus-320 aircraft.

“Bowtie” Target Pattern Figure

In FIG. (3C), a preferred pattern for a single target is shown. Thispattern has several features allowing it to be easily recognizable andto give an accurate positional reading:

-   -   1. This type of “checkerboard” pattern is ‘unnatural’, in the        sense that it is very unlikely to appear unintentionally as a        part of another object that the camera means is viewing.    -   2. The sharp contrast between the dark and the bright portions        make it easier for the camera means to discern even in poor        visibility conditions.    -   3. The shape of this individual target is not significantly        altered when viewed from an angle, as opposed to being viewed        “head on”.    -   4. All features of the pattern are large, monochrome areas, as        opposed to thin lines or dots. This makes it easier to discern        using camera means which is of limited resolution, or        alternately, allows for a larger viewing distance.    -   5. The main feature of this pattern is the crosshair at the        exact centre of the pattern. This crosshair is presented as the        border between alternating dark and bright areas.    -   6. The “crosshair” feature mentioned above is built of a        horizontal and a vertical line. This makes it very easy to        enhance and process using a standard rectangular matrix CCD and        simple image enhancing software. To benefit from this property,        the target has to be mounted such that the crosshair lines are        parallel to the camera sensor matrix X and Y axes.    -   7. Other than the “crosshair” feature, no part of the pattern        contains any horizontal or vertical borders or lines. This means        that when the image enhancing software described above is used,        the crosshair feature—and only the crosshair feature—will be        enhanced. This intersection between the horizontal and vertical        lines provide for a sharp, unique feature on the target to be        used as the centroid for the full target.    -   8. Since the shape is a well-defined, simple geometric shape, it        is easy to reproduce accurately and cheaply.        Camera(s)

Camera(s) 20 will be the input device for the position sensing system.The camera(s) 20 will be directed towards the parked, arriving aircraftA and will have the target 10,11 within their field of view. The outputof the cameras will be transmitted directly to the Central ProcessingUnit (CPU) 40.

There will be lights 30 mounted adjacent to the camera(s) 20, which willilluminate the aircraft A and the target 10, 11.

The camera 20 and lights 30 will be mounted in a suitable position onthe exterior of the passenger bridge B. The location will be determinedto provide the best, unobstructed view of a parked aircraft.

At least one camera must be present to provide sensing of target. Aplurality of cameras offers increased accuracy and fault tolerance. In apreferred embodiment, two digital cameras, for example CCD cameras, areused, mounted one on each side of the passenger bridge or access-way. Toprovide useful stereoscopic vision by the cameras, the cameras should bemounted at a sufficient distance from each other to offer differentviews of the targets.

The cameras will be pointed in such a way that the main optical axes ofall cameras are parallel to each other. Alternatively, cameras may bepointed to an arbitrary point near the estimated location of the targetsonce the aircraft is in its final parked position.

The lens used by the cameras will be selected such that the focal lengthwould provide a field-of-view sufficiently wide to cover the aircraftapproach zone, while still offering sufficient resolution to accuratelymeasure the position of individual targets in the target groups. In apreferred embodiment, since the cameras are mounted on the passengeraccess-way, a field of view of 20 degrees, for example, providescoverage for the aircraft access zone while the bridge is retracted.Once the aircraft is parked and the bridge or access-way starts itsmotion towards the aircraft door, the decreasing distance to the targetwould—without any further provision provide a larger view of saidtargets. At the final stages of approach of the bridge or access-way tothe aircraft, the targets would occupy all or most the cameras field ofview, providing optimal target resolution at the time when it is mostimportant.

Alternatively, an additional “broad-view” camera may be utilized inaddition to the normal primary view camera, mounted in such a way orfitted with a wide-angle lens as to provide a view of the aircraftapproach zone. When used in this manner, the camera(s) will be used forpointing the bridge or access-way to the targets, and then using anarrower field of view lens, allowing for higher target resolution.

Alternatively, a variable focal length “zoom” lens may be used in thecamera.

When used, the camera(s) will initially start with a short focal length,providing a wide-angle view for approach. The focal length will then beincreased in steps or continuously as the bridge or access-wayapproaches the targets. When used in such a way, a provision is made forthe computer to detect or measure the focal length of each lens at anygiven moment, in order to correctly calculate the actual distance of thecameras from the targets.

In another embodiment, the camera, (or all cameras jointly, or each of aplurality of cameras independently), is mounted on a pan- orpan-and-tilt gimbal, where the pan- or pan-and-tilt motion is controlledby the computer. In this embodiment, the motion of said camera(s) may becontrolled independent of the motion of the bridge or access-way. Thisallows for the camera(s) to scan the aircraft access zone even when thebridge or access-way are located or pointed in such a way as wouldotherwise impede the operation of camera(s) affixed to the bridge framewithout such pan- or pan-and-tilt maneuverability. When used in thismanner, the computer controls the motion of all camera gimbals, and isequipped with sensors to detect the momentary yaw, or yaw and pitch, ofthe cameras. Such pan- or pan-and-tilt apparatus may alternatively orconjointly be used for the broad-view camera mentioned above.

In a preferred embodiment, the rotary motion of the final joint of thepassenger bridge (the “cab”) may be used to pan the camera(s) to scanfor an approaching aircraft, and to point said camera(s) in an optimaldirection to detect the targets and direct motion of bridge oraccess-way towards the targets.

The ability to determine the position and orientation of the surface onwhich the targets are located is a direct result of the placement of thetargets adjacent the aircraft opening/door and the subsequent computerprocessing of the geometrical observations of the cameras. Astereoscopic vision alternative embodiment is provided as a means toenhance the spatial accuracy of the invention. The method for using twocameras to create stereoscopic vision is a standard practice in thefield of Machine Vision, and is a straightforward implementation foranyone skilled in the art.

A preferred Charge-Coupled Device (CCD) camera is recommended and hasbecome the standard for electronic cameras and digital photography.Examples include: Dalsa IM15; JAI CV-A1; Pulnix TM-200; Hitachi KP-F110;COHU 6612–3000.

Electronic cameras mounted with a zoom lens usually use a servomechanism which controls the adjustment of the focal length. In such aconfiguration, the computer would both command a specific focal length,and receive the current actual focal length of the zoom lens as input tothe calculation.

When the camera(s) are mounted on a pan- or pan-and-tilt gimbal, a servomechanism is used to control the gimbal angles. Reference is made toU.S. Pat. No. 6,191,842 (and/or U.S. Pat. No. 5,900,925) and U.S. Pat.No. 5,633,681 in this regard the teachings of which in relation to pan-or pan-and-tilt gimbal are hereby incorporated by reference. Otherexamples are available as well.

Lighting

At least one light source will be affixed to each camera, preferably byenclosing both camera and said light source in a single enclosure,allowing the light source to be aimed in bore-sight to cover the areaobserved by said camera. The efficiency of the lighting source in theembodiments of the invention is enhanced in one or more of the followingmethods:

-   -   1) Limiting the spectrum: a lighting source may employ a        monochromatic light, for example a LASER emitter, or a filtered        floodlight, or a special-purpose light bulb which is rich in one        part of the spectrum. When such a monochromatic light source is        combined with a matching filter in the camera, the contrast of        the image illuminated by the lighting means is greatly enhanced,        providing for easier discerning and discrimination of the        target.    -   2) Stroboscopic lighting: by using short bursts of light, as        opposed to continuous illumination, and synchronizing the camera        with the short illuminated periods, the effective illumination        of the target may be greatly enhanced, while maintaining the        apparent amount of light visible to the human eye to a minimum,        and reducing overall power consumption. This has the benefit of        avoiding harsh lighting which may interfere with the pilots and        other personnel in the vicinity.    -   3) Extending beyond visible light: to further reduce        interference to personnel, or in lieu of the methods above,        lights using an invisible part of the spectrum may be used.        Infrared light is the preferred choice, since it is cheap,        powerful, and harmless. An appropriate infrared filter will then        be added to the camera means to reduce extraneous light        interferences from being observed by the camera.    -   4) An additional secondary “out-of-line” light source may be        added to the system to further enhance contrast. This secondary        light source would be placed away from the imaginary line        connecting the camera and the target. When such secondary light        source is used, the camera will first acquire an image while        only the primary (bore-sight) light source is illuminating the        target. This would be followed, in rapid succession, by        acquiring an image when only the second light source is        illuminating the target. The two images would then be subtracted        from each other by the computer. Since the targets are designed        to reflect light only in the direction from which they are lit,        the targets would appear considerably brighter when lit by the        primary light source than when lit by the secondary light        source, while the rest of the image would generally appear        approximately the same. Subtracting the two images would tend to        produce a highly-enhanced image in which only the targets are        visible, making target discrimination much easier.

When such secondary lighting is used, one such source is common to allcameras. Alternatively, the primary light source may be attached to onecamera and may be used as the secondary light source for all othercameras, if the angular distance between said cameras is sufficientlylarge.

Just like the sight on a rifle, each camera and its accompanying lighthave to point to the same direction, cover the same (conical) field ofview, and be in close proximity to each other. When using a telephotolens and narrow-beam light source, this alignment involves carefulcalibration of camera with light in a common fixture. With standardfield of view equipment, such calibration is not needed. Providing thecamera and light source in a common pre-machined fixture would by itselfforce the two to be aligned in such a “bore-sight” manner. The proximityof camera and corresponding light source is desirable because of theretro-reflective characteristic of the targets. Since the targets aredesigned to reflect light substantially only in the direction from whichthat light has arrived, the cameras have to be positioned dose enough tothe light in order to readily receive the light reflected by the targetand target clusters.

If a telephoto lens and a narrow-beam source are utilized, thecalibration process can be completed during the fabrication and assemblyphase. Once the combined unit is built and sealed, no further individualalignment between camera and light is needed. The combined unit maystill have to be aligned with the area in which the targets are expectedto appear. Please note that such narrow field of view cameras wouldgenerally be used only in conjunction with one or more “broad-view”cameras, as described herein.

Most stroboscopic light sources, as well as most electronic cameras(such as used in the preferred embodiment) can be “slaved” to anexternal trigger. Such an external trigger controls the exact moment atwhich a strobe will emit a pulse of light, and when an electronic camerawill sample the data on its sensor. By sending the same external triggersignal to both the light source and the camera at once, the systemguarantees that the image will be “observed” by the camera at the samemoment as the pulsing of the strobe. This is similar in concept to theoperation of a flash attached to a standard camera, where the flash issynchronized to the film shutter via an integral shoe on the camera forthe flash or via separate connectors.

In the preferred embodiment, the trigger signal to the cameras and tothe stroboscopic light sources is issued by the computer. If a pluralityof cameras is used, the triggers for different camera/light pairs may bestaggered, for increased target discrimination ability. Each of theplurality of cameras would observe the targets only when the lightsource attached to that camera is illuminating the targets, withoutinterference by light sources attached to the other cameras.

Bridge Location Determinator

The movement of the passenger bridge B first requires that the currentlocation is known. To determine the passenger bridge location severalmethods could be used. Four possible options are briefly described. Adevice to continuously sense the rotation and steering direction of thepassenger bridge drive wheels could provide the location. An alternativemethod to provide the location would be to sense the bridge segmentstranslation and the angular position of the bridge B with respect to theterminal. A third option would be to place targets immediately below thepassenger bridge B or on the terminal and use an additional camera todetermine the location of the passenger bridge B. The current positionof the bridge B, would be communicated to the CPU and during bridgemotion, this position would be continuously updated.

Another approach is to use a GPS/INS (inertial navigation system) tocontinuously locate the passenger bridge B. Such a system might beproduced by a company in Markham Ontario, Canada called Applanix. Theadvantage to the third and fourth option system is that they would beable to be attached to an existing bridge with out having to make anymodification to the bridges operating systems.

Object Avoidance

To safely operate the passenger bridge B automatically, there is arequirement for an object avoidance system. This system will recognizeequipment, objects or personnel that would be in the path of the movingpassenger bridge B and command the bridge B to stop. There is an objectavoidance system installed on some Ford Windstar® vans. The system wouldcommunicate directly with the CPU.

Another approach is to use a device commonly known as a “safety hoop”,which is a ring-shaped contact switch circumscribing the passengerbridge “bogey” driving wheel bay. This safety hoop is installed in sucha way as to sense contact with objects or personnel in its path, and toimmediately shut off the motors driving the bridge. When using such asafety hoop, it may either be connected to the CPU, or connecteddirectly to the drive motors, cutting off supplies once activated.

Central Processing Unit (CPU)

The Central Processing Unit will contain the microprocessor, input andoutput devices and signal conditioning devices to communicate with andcontrol the other system elements. The position sensing and bridge drivecommands will be performed by software residing in the CPU. Otherfunctions, such as the bridge location determinator and the objectavoidance, will also be software controlled.

The bridge will move to meet an arriving aircraft A eitherauto-initiated or initiated by an authorized individual. The target10,11 of the parked aircraft A will be in the camera's 20 field of viewso the target 10,11 can be “acquired” by the system. With the targetacquired, the position of the bridge B will be compared to the targetposition and the bridge B will be commanded to move toward the aircrafttarget 10,11. The object avoidance system will be functioning to ensurethat the area in the path of the bridge B is clear of objects. Once thebridge B has made contact with the aircraft A the system will revert toa safe mode.

For departure from the gate, the system will auto-initiate upon sensingthe aircraft door is dosed to be initiated by an authorized individual.The gate will move away from the aircraft while the position sensingsystem continuously determines the relative location of the aircraft Aand the passenger bridge B. The object avoidance system will befunctioning.

As seen in FIGS. 19 to 22 a fixed image would look different dependingon the point from which it is viewed. If the position of the cameraviewing the image is known, the different views can be used to derivethe position of the image. A known pattern of FIG. 19 is used as thetarget, and a known camera(s) position (on the cab) is used to calculatethe location and orientation of the surface on which the targets arelocated, in this case the door/opening of an aircraft.

Referring to FIGS. 19 to 22, the target clusters are shown in fourdifferent views relative to the camera. In FIG. 19, the targets arelocated on a surface normal to the camera viewing direction, and fairlyclose to the camera (actual distance would depend on actual size oftarget duster and focal length). In FIG. A, the targets are at the sameheight as the camera, but to the left of it (the two left targets appearcloser to each other than the two right ones, meaning the right ones arefurther away). In FIG. 10, 11 the targets are far above the camera, andslightly to the left of it In FIG. 22, the targets are in the samedirection as they are in FIG. 10,11, but they are farther away from thecamera. Once the position of the targets has been calculated relative tothe camera (and hence relative to the bridge), the bridge can becontrolled by instructions from the computer to move towards the door.Any inaccuracies in such motion can be quickly corrected, since thetargets are in constant view by the camera, and the targets positionrelative to the camera/bridge is continuously updated. Both the positionand the orientation of the door can be calculated by the computer fromthe appearance of the targets, hence both the bridge position and itsattitude can be controlled for optimal attachment to the aircraft door.

Software

The flow charts provided herein in FIGS. 16 to 18 are self explanatory.Referring now to FIGS. 4 through 18 the present invention providesautomated initiation or semi-automated initiation for computerizedcontrol of a passenger personnel bridge 10, or alternatively a cargohandling vehicle, to align the cab of the bridge with a door in a parkedaircraft A. A cluster of retro-reflective targets 10, 11 arestrategically placed adjacent the door so as to be recognized by thecomputer. A manual override is also provided for all functions asrequired.

The automatic function provides for the continuous monitoring andoperation of the gate area in standby mode until an arriving aircraft Ais sensed, which alerts the system until the aircraft has substantiallyparked at which point the computer initiates the docking procedure or aqualified individual does so, for example the marshaller, after whichinitiation the entire system is automated. The bridge B includespositional sensors and drive actuators coupled to the various movablesections of the bridge including the rotatable fixed pivoting end of thebridge R attached to the terminal, the expandable length passageway T,the rotatable cab C with sensors indicating successful docking, and thevariable height hydraulic cylinders connecting the truck which supportsthe bridge to the passageway. These positional sensors produce signalsto communicate with the computer indicative of the position of thebridge in relation to the position of the parked aircraft as determinedby the orientation of the various movable sections. A digital camera(CCD) and a light (laser) may be mounted separately on the same side ofthe cab portion C of the bridge B, or preferably together in a singlehousing on the cab portion C of the bridge B, to both illuminate thetargets 10, 11 and capture images and to provide these raw images to thecomputer, also installed on the cab portion C of the bridge B. Thedigital images of the passive definitive retro-reflective targetspositioned adjacent an opening of an aircraft are processed by thecomputer. These targets are readily distinguished from other images bytheir definitive nature. They may be positioned in clusters of two ormore targets for improved accuracy.

Upon initiation of the system, as seen in FIGS. 16 to 18 the computerwill pulse a narrow cone of light as seen in FIG. 6 synchronized withthe camera shutter to view the general area where the aircraft is parkedand observe the targets 10 and 11. Based on the view of the targets asseen in the FIGS. 19 through 22 the computer will determine and actuatethe necessary steps to align of the bridge B with the aircraft opening,as the bridge B is rotated about the rotunda R away from the stowedposition adjacent the gate G while the computer continues to keepconstant view of the targets 10 and 11, and following the extension ofthe tunnel T, the cab C can be rotated until the camera/light aresubstantially normal to the opening. The computer mounted on the cab ofthe bridge B responds to information provided by the images beingprocessed and other sensors provided to produce signals that rotate thebridge B away from the terminal, extend the passageway T, and align thecab C with the targets 10 and 11. The images are processed by thecomputer based on software based algorithms to produce drive signalsbased on the computers understanding of the position of the cab Crelative to the opening. These drive signals guide the bridge B along apath that will bring the cab C into alignment with the door as theposition information is updated by a new series of images as monitoredby the computer. As the cab C approaches the opening, the speed thereofmay be automatically decreased until the cab C contacts the aircraft A.Pressure switches may be mounted around the perimeter of the cab openingcontacting the aircraft to verify to the computer the complete contactof the cab and the vehicle opening. An electro-optical device mounted inthe cab may be utilized to sense the height of the aircraft in relationto the cab. If the vehicle height varies during loading or unloading,these switches provide signals to the computer which will produce drivesignals to the hydraulic cylinders thereby maintaining the cab at thesame level as the opening.

The bridge may be automatically retracted from the aircraft, andreturned to its original stowed position prior to departure, in responseto a signal to the computer initiated by the marshaller or by initiatedby a sensor determining the door has been shut prior to departure and afurther verification that departure is intended.

Operator Controls

The system should be integrated into the existing operator controls sothat the passenger bridge B can either be automatically or manuallycontrolled. The required controls, should as a minimum include an on andoff switch for the system, a command switch to initiate bridgewithdrawal from the aircraft A and a command switch to initiate thepassenger bridge approach to the aircraft. In addition there will beindicators giving the status of the system and the current location. Butoverall the controls should be as simple as possible to allow aminimally trained authorized individual to initiate operation of thebridge B.

Present Imaging System Advantages Over Prior Art

By automating the placement/removal of the passenger bridge to theaircraft a labour savings will be realized resulting in a reduction indelays. Further fuel savings will result with the reduction of theidling of aircraft engines during delays. Faster throughout isanticipated through a limited number of gates and a reduction inaircraft damage is expected.

Expected Advantages to be Realized in Part

-   Annual fuel consumption by APUs at gate is over 1.5 million liters-   One aircraft is damaged by a ramp accident every 1700 departures-   Ramp accidents at B gates costs about $2.5 million/year-   Global cost of ramp accidents is over $2 billion-   The cost of an aircraft delay is estimated at $50. per minute    Passenger Bridge Types-   Apron drive-   Radial drive-   Fixed telescoping-   Custom mix of above 3-   Regional aircraft    Operator Controls/Indicators-   automatic/manual (system on/off)-   bridge engage aircraft-   bridge disengage aircraft-   system status indicator-   Maintenance Controls/Indicators

One object is to retrofit existing bridges or alternatively include withOEM's an imaging system to automatically initiate and guide a bridgefrom a stowed position to dock with an aircraft when parked.

Other Vehicles that could utilize the invention for “docking” with anaircraft are self-propelled cargo loaders, catering/cabin service trucksand passenger transfer vehicles as seen in FIGS. 23 through 25. Each ofthese vehicles must also be precisely maneuvered into position, elevatedto the correct height, and then make gentle contact with the aircraft.In all three cases the illustrated vehicles would also have a camera, alight and a computer mounted on them in a similar manner as described inrelation to the passenger bridge embodiment. All vehicles would includesensing and actuating devices similar to the ones used on the passengerbridge. There will be no need for an obstacle detection device or theposition determinator function since an operator will move the vehicleinto initial position. The software resident in the computer otherwisewould be very similar to that used for the passenger bridge. The targetsand target acquisition algorithms would be almost identical, however thesoftware would be tailored to drive the appropriate vehicle.

An example of a Cargo Loader as seen in FIG. 25 is Manufactured by FMCAirline Equipment as found on their internet Web site(www.fmcairline.com). FMC make several sizes of these cargo loaders fordifferent capacity loads. The loaders consist of two platforms that canbe raised and lowered. The vehicle is positioned so that one platform isadjacent to and level with the cargo floor. The other platform is usedto receive cargo at ground level, elevate it to the height of the firstplatform and transfer it to that platform. The initial approach anddocking with the cargo hold could be automated by using an embodiment ofthe invention. This would minimize the training required for theoperator since the final docking would be performed under computercontrol. To accommodate differences in the location of the targets for acargo hold door compared to the targets for passenger door the soft warewould be modified to recognize the cargo door pattern.

An example of a Catering/Cabin Service Truck may be as Manufactured bythe Stinar Corporation as found at their internet Web site(www.stinar.com) or Manufactured by the Global Ground Support Company asfound at their internet Web site (www.global-llc.com) These twomanufacturers make similar vehicles as seen in FIG. 24 and FIG. 24A,which can be used to supply the galley of the aircraft with food andbeverages and remove waste associated with food service. Alternativelythe vehicles can be used to transport cabin service crew and their toolsto the aircraft and also to remove garbage and waste from the aircraftafter cleaning. The vehicle consists of a conventional truck chassiswith a scissor lift. A van body is attached to the scissor lift so thatit can be raised from the truck bed to the height of a cabin door. Sincethe provision of food and beverages is done on wheeled carts thelocation and height must be precise. The initial approach and dockingwith the passenger door could be automated by using an embodiment ofinvention described above.

An example of a Passenger Transfer Vehicle may be as Manufactured byAccessair Systems Inc. as found at their Web site(www.accessairsystems.com). This vehicle as shown in FIG. 23 is similarto a bus in that it carries passengers from the terminal to theaircraft. However unlike a bus where the passengers have to exit andclimb stairs to board the aircraft, the body of the vehicle elevates tothe same level as the aircraft passenger door so the passengers canboard with out using stairs. The initial approach and docking with thepassenger door could be automated by using the invention. Thisautomation would permit the PTV to be operated by a less skilled person.

In review therefore, as seen in FIG. 4 as the aircraft A arrives at gateG the passenger bridge B is disposed at the position indicated with therotunda R being attached to the gate or terminal G and the tunnel Textending there from to cabin C at the terminus thereof. Aircraft Atherefore arrives at the parked location P. As seen in FIG. 5 the targetdusters 10 and 11 are located proximate the door opening. As seen inFIG. 6 the lights housed with the digital camera 20 shine a cone oflight on the targets 10 and 11 when the airplane A is substantiallyparked the camera and light are disposed in a common housing 20 on cabinC. Based on the orientation of the targets as seen by the computerreferring to FIGS. 19–22 the computer will be able to determine theposition of the passenger bridge and the cabin relative to the dooropening. This was described above. The light will therefore continue tobe focused on the cluster of targets 10 and 11 and the tunnel T willrotate with respect to the aircraft A while the camera 20 housed withthe lights 30 continues to provide images to the computer and until suchtime as the wheels W reach a position were in the tunnel is fullypivoted as seen in FIG. 12 wherein the tunnel will extend toward theaircraft A while the images continue to be fed to the computer of thecluster 10 and 11 and now with the clusters appearing as in FIG. 19 thetunnel will extend towards the aircraft as seen in FIG. 14 and docktherewith as seen in FIG. 15.

While the foregoing provides a detailed description of the preferred andalternative embodiments of the invention, it is to be understood thatthis description is illustrative only of the principles of the inventionand not limitative. Furthermore, as many changes can be made to theinvention without departing from the scope of the invention, it isintended that all material contained herein be interpreted asillustrative of the invention and not in a limiting sense.

1. An imaging system for identifying the location of an aircraft openingor door and for docking a passenger, cargo, or service vehicle with saidaircraft, said system comprising; i) a passive target means, includingat least one distinctive retro-reflective target, which can be reliablyidentified, located at the extremities of the opening or door; ii) atarget identification means including at least one camera having a fieldof view including said at least one retro-reflective target of theaircraft and to cooperate with lighting means; iii) lighting meanscooperating with said target identification means, for lighting said atleast one retro-reflective target and providing for identificationthereof by computer means in communication with said targetidentification means; iv) computer means to process an image of the atleast one retro-reflective target from the target identification meansand to enhance said image to uniquely identify said at least onedistinctive retro-reflective target; v) software means resident in saidcomputer means to provide the instructions set and logic for said systemto compare processed information including the enhanced image withstored information, and to thereby determine the relevant orientation,distance, and trajectories of the vehicle to be automatically dockedwith said aircraft based on the system's determination only.
 2. Anautomatic computerized passenger boarding bridge control system, saidbridge having passenger bridge locomotion means to allow the bridge tomove in relation to the aircraft, said system for use in conjunctionwith departing/arriving aircraft at an airport and comprising: i)passive retro-reflective target means for identifying an exit/entrancedoorway irrespective of each aircraft type; ii) target identificationmeans, preferably at least one camera, to identify when the aircraftcontaining the retro-reflective target means is proximate a parkinglocation adjacent a predetermined gate for the passenger boardingbridge; iii) position detection means for determining the physicallocation of the passenger boarding bridge, including the angle of thewheels relative to the telescopic tunnel, angle of the vestibulerelative to the tunnel, and the radius of curvature based upon galleryextension relative to the pivot point on the terminal, to permit thecomputer to calculate the trajectory of the passenger loading bridge andthen instruct passenger bridge locomotion means over the required path;iv) computing means in communication with said target identificationmeans, said position detection means, and said passenger bridgelocomotion means, to activate said locomotion means and to provideinstruction to said bridge as to when and how to move based on inputfrom said target identification means, and said position detectionmeans, to receive and process all input system signals and provideoutput system signals to said passenger bridge locomotion means, tostop, move, elevate or lower, pause, or steer in a predetermineddirection, to turn on and synchronize the cameras and lights asnecessary; and initiate any warning lights, buzzer, horn or audiblesignals; v) lighting means to light the target means when the aircraftis proximate the parked location for the aircraft; vi) software meansresident in said computing means to provide the instruction set andlogic required to operate said system, to compare processed informationincluding the enhanced image with stored information, and to therebydetermine the relevant orientation, distance, and trajectories of thevehicle to be automatically docked with said aircraft based on thesystem's determination only; wherein said system allows for the movementof a passenger boarding bridge during the departure and/or arrival of anaircraft without need for an operator thereof.
 3. The system of claim 1wherein said system is installed with a vehicle selected from the groupof equipment of: i) cargo hauling equipment; ii) passenger facilitiesequipment; and iii) a passenger boarding bridge.
 4. The system of claim1, 3, or 2 wherein the target identification means is at least onedigital camera.
 5. The system of claim 1, 3, or 2 wherein theretro-reflective target is made from retro-reflective material such asmanufactured by the 3M Company known as SCOTCHLITE®.
 6. A computerizedautomatic passenger boarding bridge control system, said bridge having apassenger bridge locomotor to allow the bridge to move in relation tothe aircraft, said system for use in conjunction with departing/arrivingaircraft at an airport and comprising: i) at least one passiveretro-reflective target for identifying an exit/entrance doorwayirrespective of each aircraft type; ii) at least one camera, to identifywhen the aircraft containing the at least one retro-reflective target isproximate a parking location adjacent a predetermined gate for thepassenger boarding bridge; iii) a position detector for determining thephysical location of the passenger boarding bridge, including the angleof the wheels relative to the telescopic tunnel, and angle of thevestibule relative to the tunnel, to permit the computer to calculatethe trajectory of the passenger loading bridge and then instruct saidlocomotor over the required path; iv) a computer in communication withsaid target identifier, said position detector, and said passengerbridge locomotor, to activate said locomotor and to provide instructionto said bridge as to when and how to move based on input from said atleast one camera, and said position detector, to receive and process allinput system signals and provide output system signals to said passengerbridge locomotor, to stop, move, elevate or lower, pause, or steer in apredetermined direction, to turn on and synchronize the cameras andlights as necessary; and initiate any warning lights, buzzer, horn oraudible signals; v) an obstacle recognizer to inform said computer thatan obstacle is present preventing further motion of said bridge andindicating the need for action by personnel to remove said obstacle; vi)lighting to light the at least one retro-reflective target when theaircraft is proximate the parked location for the aircraft; vii)software resident in said computer to provide the instruction set andlogic required to operate said system, to compare processed informationincluding the enhanced image with stored information, and to therebydetermine the relevant orientation, distance, and trajectories of thevehicle to be automatically docked with said aircraft based on thesystem's determination only; wherein said system allows for the movementof a passenger boarding bridge during the departure and/or arrival of anaircraft without need for an operator thereof.
 7. An automatic imagingsystem for, initiating, the controlling, positioning and docking of avehicle with the opening of an aircraft without being informed of theaircraft type, said vehicle having locomotion means to move andraise/lower said vehicle, said system comprising a cluster ofdefinitive, retro-reflective, targets located adjacent the opening ofthe aircraft in a recognizable manner, lighting means to focus on saidretro-reflective targets when the aircraft is located at least adjacentto an expected position, at least one camera, disposed substantiallyadjacent said lighting means and with a field of view directed parallelto light emanating from said lighting means so as to capture anyreflected images of said retro-reflective targets and to generateenhanced images thereof to communicate to a computer, and having a fieldof view including said retro-reflective targets in cooperation with thelighting means; a computer disposed with said vehicle to process saidimages received from said at least one camera and to provide actuatingsignals to said locomotion means of said vehicles, software resident insaid computer to provide an instruction set to said computer as to howto process said image information and what actions to commence in viewof the information, wherein said imaging system automatically scans thearea whereat said vehicle is expected and, once the retro-reflectivetargets are acquired as verified by the computer, initiates and controlsthe positioning and docking of the vehicle with the aircraft openingwhile maintaining constant observation of said retro-reflective targets.8. The system of claim 7 wherein said imaging system is installed with avehicle selected from the group of equipment of: i) cargo haulingequipment; ii) passenger facilities equipment; and iii) a passengerboarding bridge.
 9. The system of claim 1, 2, 6 or 7 wherein said atleast one camera further comprises at least one primary camera and atleast one broad-view camera.
 10. The system of claim 1, 2, 6 or 7wherein said at least one camera further comprises a zoom lens.
 11. Thesystem of claim 9 wherein said at least one primary camera or said atleast one broad-view camera further comprises a zoom lens.
 12. Thesystem of claim 1, 2, 6 or 7 wherein said at least one camera furthercomprises a pan- or pan-and-tilt mount.
 13. The system of claim 1, 2, 6or 7 further comprising lighting means which are synchronized with saidat least one cameras to pulsate co-operatively therewith thus providingthe computer means with definitive images.
 14. The system of claim 13wherein said lighting means further comprises monochromatic light. 15.The system of claim 1, 2, 6 or 7 wherein said retro-reflective targetmeans further comprises a cluster of targets.
 16. The system of claim 1,2, 6 or 7 further comprising two cameras synchronized with two lightingmeans which pulsate alternatively thus providing the computer means withimages which may be subtracted from one another to provide an enhancedimage.
 17. A kit of components comprising the system of claims 1, 2, 6or 7 to be retrofitted with an existing vehicle selected from the groupof equipment of: i) cargo hauling equipment; ii) passenger facilitiesequipment; and iii) a passenger boarding bridge.
 18. A method ofidentifying the position of an opening, of an aircraft, said openinghaving a predetermined perimeter; said method comprising i) providing atleast one retro-reflective target means proximate the perimeter of saidopening, ii) directing lighting means on said at least oneretro-reflective target means; iii) providing a target identificationmeans cooperating with said lighting means to provide images of said atleast one retro-reflective target means to a computing means; iv)computing means for receiving information from said targetidentification means to process said information and thereby determinefurther action which might be taken based on the identification of theposition of the opening.
 19. The method of claim 18 wherein said openingis selected from the group of openings including a passenger door, or acargo door.
 20. The method of claim 18 wherein a passenger bridge, orcargo handling equipment is controlled by said computing means based onidentification of said at least one retro-reflective target means,allowing for the docking of said passenger bridge or cargo handlingequipment with said aircraft to facilitate loading and unloading uponarrival of the aircraft at a parked location and the separation thereofwhen the loading and unloading of the aircraft is completed prior to thedeparture of the aircraft from the parked location.
 21. The method ofclaim 18 wherein said at least one camera further comprises at least oneprimary camera and at least one broad-view camera.
 22. The method ofclaim 18 wherein said at least one camera further comprises a zoom lens.23. The method of claim 21 wherein said at least one primary camera orsaid at least one broad-view camera further comprises a zoom lens. 24.The method of claim 18 wherein said at least one camera furthercomprises a pan or pan-and-tilt mount.